Switch-point protector



J. H. LYNCH.

SWITCH POINT PROTECTOR.

APPLICATION FILED JULY 15.1919.

Patented May 25, 1920.

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J. H. LYNCH.-

SWITCH POINT PROTECTOR. APPLICATION FILED JULY 15.19i9.

Patented May 25, 1920.

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WIN/8856 JAMES H. LYNCH, 0F BUFFALO, NEW YORK.

SWITCH-POINT PROTECTOR.

Specification of Letters Patent.

Patented May 25, 1920.

Application filed July 15, 1919. Serial No. 310,945.

To all whom it may concern:

Be it known that I, JAMES H. LYNoH, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Switch-Point Protectors, of which the following is a specification.

My invention relates to protectors for switch-points of railway tracks, and. it has for its object to provide simple and efi'ective means for preventing the wheels of locomotives and cars from coming in contact with the switch-points, and to simplify the construction and operation of such devices.

With these and other objects in view, the invention consists in the novel features of construction and in the arrangement and combination of parts to be hereinafter described and more particularly pointed out in the subjoined claims.

In the drawings Figure 1 is a plan view of a portion of a railway track showing the extremity of a switch-point in proximity to one of the main rails of the track.

Fig. 2 is a perspective view of the guard inverted whereby the wheels of a locomotive,

car, or the like are adapted to be deflected or forced inwardly so that they pass the end portion of the switch-point without -the flanges of the wheels coming in contact therewith. a

Fig. 3 is a transverse section taken on line 3--3,'Fig. 1.

The reference numeral 4 designates one of the main rails of a track, and 5 a switchpoint which may form a portion of a turnout or siding and be connected by suitable means with another switch-point adjacent the other main rail of the track, as will be clearly understood by those familiar with theart to which this invention relates.

6 designates the usual ties to which the main rails are secured and on which the switch-point 5 is slidably arranged.

cured on which the base of the switch-point 5 rests. The switch-point is movable toward and from the main rail 4 on this secn ry p te a d has an an le m m er 10 secured thereto which is provided with a series of bolt holes 11 arranged at a slight angle to the switch-point.

12 designates a switch-point actuatingbar'which is connected to the angle member 10 by means of a bolt 13 passing through one of the series of bolt holes 11. This actuatingbar connects the switch-point 5 shown in the drawing with the cooperating switchpoint adjacent the other main rail of the track (not shown), but which will be clearly understood by those familiar with railroad construction. Any common form of mechanism may be provided for actuating the two switch-points in unison, and when the switch-point 5 is actuated, or in other words moved toward or from the main rail 1, the switch-point protecting-mechanism is set into action. This mechanism comprises a casting l4 bolted to the ties 6 and formed to rest upon the bed plates 7 the base of the main rail 4, and against one side of the web of said rail and the under side of the head of the rail at one side thereof, as clearly shown in Fig. 3. This casting is consequently formed with a reduced portion 15 along its inner edge so as tofit into the depression of the rail between the head and base thereof. A bolt 16 is passed through the web of the rail and transversely through the casting 14, a nut 17 being applied to the bolt at the outer side of the casting.

To additionally secure the casting in place, bolts 18 are provided which are passed vertically through the casting, through the bed plate 7, and through or into the ties 6. For the purpose of reducing the weight of the casting, it is hollowed out as at 19, the hollowed out portion being indicated by dotted lines in Fig. 1. Said casting is further provided with a depending portion 20 adapted to extend downwardly between two adjaeent ties 6, and this depending portion has a transverse slide opening 21 formed therein. An upwardly opening pocket or depression 22 is also formed in the casting and extends lengthwise thereof, the sides of the pocket or depression at the central portion being parallel to each other and to the main rail 4 while the end portions are inclined or directed outwardly, the inner walls of the end portions being preferably at a greater angle than the outer walls of said end portions, as clearly shown in Fig. 1, In this manner an opening is provided which is largest and of even width along its central portion and is gradually narrowed toward opposite ends.

l/Vithin the pocket or depression 22 is arranged for vertical movement, a'guard 23 which rests upon the bottom 24 of said pocket or depression and normally has its upper face in a plane a trifle below the tread of the main rail, as clearly shown in Fig. 3. The upper face of said guard is in a plane above that of the reduced portion 15 and below that of the adjacent portion of the easting 14: lying outside of the guard; said adjacent portion may be considered as having an upward extension 25 co-extensive with the length of the pocket or depression 22 and rising to a greater height than the remaining portions of the casting.

When the switch-point 5 is open, as shown in'full lines in Fig. 3, the wheels of a car, locomotive or other portion of a train passing over the tracks will have their outer marginal portions traveling over the inner marginal portions of the guard at the straight medial portion thereof, but as this guard is in a plane beneath that of the tread of the rail, the tread of the wheels will not come in contact with said guard. The guard 23 is provided medially with a vertical slot 26 through which the securing bolt 16 is passed, this slot allowing the guard to be elevated 'to the position shown in dotted lines in Fig.

3, in which position the upper face of said guard is level with the upper face of the upward extension 25 of the casting.

The guard 23 is provided with a depending portion '27 having two spaced lugs 28 extend ing downwardly therefrom, each lug being provided on its inner face with an inwardlydirected projection or pin 29. Said depending portion 27 extends through an opening 30 formed in the bottom of the pocket or depression 22, and also into the transverse slide opening 21 formed in the depending portion 20 of the casting 14. The lugs 28 of the depending portion 27 of said guard extend through openings 31 formed in the bottom of the dependingportion 20 formed 011 said casting.

Secured to the switch-point 5 is an actuating bar 32, which extends beyond the extremity of said switchpoint to a plane pass ing through the transverse slide opening 21 in the depending portion of the casting, it being thence directed inwardly, as at 33, and finally downwardly, as at 34, for pivotal connection with an actuating rod 35, said rod being forked at its inner end to receive the depending end of said bar 32 and through the forked portion of said actuating rod and said bar '32, a pivot bolt 36 is passed. The outer end of said actuating rod is preferably of rectangular formation in cross section, as at 37 and it has a width slightly less than the space between the two lugs 28 depending from the depending portion 27 of the guard, the upper face of said outer end being beveled, as at 38 and the outer extremity thereof being arranged to rest upon the bottom of the transverse slide opening 21 formed in said casting.

At each side of the rectangular portion 37 of said actuating rod, a cam groove 39 is formed, said groove being in the main arranged horizontally or parallel to the under side of said rectangular portion with the outer end of each groove inclined downwardly, as at a0, and opening at the bottom of said rectangular portion.

ll ith the parts in normal position shown in Fig. 1, and in full lines in Fig. 3, the switch-point is spaced from the adjacent main rail 4 of the track and the wheels of the cars, locomotive, or other portions of a train may travel over the main rail with the flanges thereof in contact with the inner side of the head of the rail and with the outer portions of the treads of the wheels traveling over the inner marginal portion of the guard at the medial portion thereof. hen, however, the switch-point is closed or moved against the main rail, as indicated with dotted lines in Fig. 3, the actuator rod 25 is moved outwardly and the wedge shaped outer end, so formed by reason of inclining the upper face of said outer end, is directed underneath the depending portion 27 of the guard and causes said guard to be elevated within its receiving pocket. When the open ends of the cam slots reach the vertical plane in which the projections or pins 29 travel, said projections or pins move into said cam slots. However, after the straight or horizontal portion of the upper face of the rectangular end of the operating rod passes underneath the depending portion 27 of the guard, the guard will have been elevated to the position shown in dotted lines in Fig. 3,

and the switch-point will be approaching or will have reached the end of its movement against the inner side of the head of the rail. The cam grooves in the operating rods, h owever, permit the switch-point to continue its movement toward the main rail after the guard has reached its highest point. Consequently there is what may be termed a loose connection between the switch-point and the guard, which eliminates the necessity of adjusting the parts for accurate movements or movements in complete unison.

When the guard is elevated to the position shown in dotted lines in Fig. 3, the widened medial portion and the adjacent portions of the outwardly inclining inner walls of the guard will be in the path of the outer marginal portions of the treads of the wheels riding over the main rail. Consequently, as the wheels of the cars or locomotives come in contact with the inclined inner faces of the guard, they are forced inwardly so that the flanges thereof will not come in contact with the extremity or thin end portime of the switch-point, thus preventing wear and assuring almost indefinite life for the switch-point.

When the guard is elevated, the outer or what may be termed actuating end of the actuating rod 35 has the projections or pins @901? the lugs on the depending portions of the guard entered in the cam grooves, and when opening the switch or, in other words, when moving the same from the position shown in dotted lines in Fig. 3 to the position shown in full lines in said figure, the projections or pins 29 are caused to travel along the cam grooves and the upper walls of the inclined portions of said grooves will forcibly engage said pins in the event that guard 23 fails to move freely within its receiving pocket. Thus mechanism is provided to prevent binding or sticking of the guard due to the lodging therein of foreign matter, or to the freezing of moisture which may find its way between the guard and the walls on the pocket in which it is located, or for any other reason.

By reason of the fact that the guard has outwardly flaring portions at opposite sides of the straight medial portion, it is adapted for use in connection with switch-points arranged either at the right or left thereof. Furthermore, the outwardly tapered end portions in connection with the upward extension 25 formed on the casting assure great strength to overcome the jar to which the protecting mechanism is subjected when the wheels of the cars or locomotives of trains come in contact therewith.

By reason of the fact that the guard is movable into and out of operative position, itis subjected to strain only at such times when a train is adapted to be switched from the main rail. This not only minimizes the wear on the protecting mechanism, but also reduces the wear on the wheels of the train; and while lengthening the life of the switclr point, it does not necessarily subject other parts of the protecting mechanism or the wheels of a trainv to useless wear, as in constructions in which the protector or guard remains inia fixed position.

Having thus described my invention, What I claim is 1. The comblnation with a main rail, of

a switch-point movable toward and from said main rail, a confined vertically-movable guard at the side of said main rail opposite said switch-point adapted to be engaged by the wheels of a locomotive or a car when said switch-point is in closed position so as to prevent the flanges of said wheels from com ing in contact with the end portion of said switch-point, and operative connection between said switch-point and said guard to cause said guard to be lowered when opening to be raised when closing said switch-point.

2. The combination with a main rail, of a switch-point movable toward and from said main rail, a rigid member positioned at the side of the rail opposite said switchpoint, a guard movable within said. rigid member and positioned to permit the wheels of a locomotive or a car to pass without coming in contact with said guard when said switch-point is open, connection between said switch-point and said guard whereby said guard is positioned to cause the wheels of a locomotive or a car to engage said guard when said switch-point is closed and thus prevent the flanges of said wheels from coming incontact with the end portion of said switch'point.

3. The combination with a main rail, of a switch-point movable toward and from said main rail, a casting in fixed relation to said main. rail having a pocket therein and an opening through the bottom of said pocket, a vertically novable guard within said pocket having a depending portion extending through said opening, and actuating mechanism between the depending portion of said guard and said switch-point and connected to the latter, whereby said guard is elevated when closing said switclrpoint 4. The combination with a main rail, of a switch-point movable toward and from said. main rail at one side thereof, a vertically movable guard at the other side of said main rail having outwardly tapered end portions, one of said end portions being adapted to be engaged by the wheels of a locomotive or a car when said guard is elevated so as to prevent the flanges of said wheels from coming in contact with. the end portion of said switch-point, and operative connection between said. switchpoint and said guard.

The combination with. a main rail, of

a switch-point movable toward. and from said main rail, a fixed memliier provided with an upwardly-openi11g pocket and an opening through. the bottom. of said pocket, a guard within said pocket having a depending portion extending through said opening, and actuating mechanism between said switch-point and said depending portion to cause said guard to be elevated when said switch-point is being closed.

6. The combination with a main rail, of a switch-point movable toward and from said main rail, a casting in fixed relation to saidv main rail. having an upwardlyopening pocket therein and an opening through the bottom of said pocket and having also a depending portion provided with a transverse opening, a vertically-movable guard within said pocket and normally resting against the bottom thereof, said guard having a depending portion extending through the opening in the bottom of said pocket and into the transverse opening in the depending portion of said casting, and actuating mechanism connected to said switch-point and adapted to engage the depending portion of said guard and elevate said guard when closing said switchpoint.

7. The combination with a main rail, of a switch-point movable toward and from said main rail at one side thereof, a casting in fixed relation to said main rail at the other side thereof, said casting having an upwardly-opening pocket, the walls of which pocket at its medial portion thereof are parallel with said main rail with the end portions of said walls directed outwardly, the inner walls of said end portions being at greater angles to the main rail than the outer walls of said end portions, a guard corresponding in shape to said pocket and fitting therein for vertical movement, and actuating mechanism between said switchpoint and said guard for elevating the latter. 8. The combination with a main rail, of a switch-point at one side of said main rail movable toward and from the latter, a casting at the other side thereof having an upwardly-opening pocket therein with an upward extension at the outer side of said pocket, a guard vertically movable within said pocket and having a portion of its inner side in proximity to the outer side of the head of said main rail and a portion at an angle thereto, means between said switch-point and said guard to cause the latter to be elevated when closing said switch-point so that the wheels of a locomotive or a car will engage the inclined inner face of said guardto cause said upward extension to receive the thrust from said wheels and to prevent the flanges of said wheels from coming in contact with the end portion of said switch-point when closed.

9. The combination with a main rail, of a switch-point at one side thereof movable toward and from said main rail, a verticallymovable guided guard at the other side of said main rail provided with spaced lugs and projections extending toward each other from said lugs, an actuating rod having grooves at opposite sides with inclined portions at one of the ends of said grooves opening at the bottom of said rod and into which said projections enter when moving said rod, and means between said rod and said switch-point to cause said rod to be moved.

10. The combination with a main rail, of a-switch-point atone side of said main rail movable toward and from the latter, a guard at the other side of said main rail guided for 'vertical movement, an actuating rod having an inclined portion adapted to engage said guard and elevate the same, and connection between said operating rod and said switchpoint whereby said rod is moved when actuating said switch-point.

11. The combination with a main rail, of a switch-point at one side of said main rail movable toward and from the latter, a vertically guided guard at the other side of said main rail having a pair of depending lugs spaced apart and projections on the inner sides of said lugs, an actuating rod having a rectangular portion at one end with the upper face of said rectangular portion beveled and having grooves at opposite sides of said rectangular portion with inclined extensions opening at the bottom of said rectangular portion, and connection between said actuating rod and said switch-point whereby said actuating rod is moved to cause the beveled face of said rectangular portion to engage the under side of said guard and elevate the same and whereby the extensions of said lugs are caused to enter the grooves at opposite sides of said rectangular portion.

12. The combination with a main rail, of a switch-point at one side of said main rail adapted for movement toward and from said main rail, a casting in fixed relation to said main rail at the other side thereof and having an upwardlyopening pocket and a depending portion provided with a transverse opening and also an opening through the bottom of said pocket connecting said pocket with said transverse opening, a guard guided for vertical movement in said pocket and normally resting against the bottom of said pocket, said guard having a depending portion extending through the opening in the bottom of said pocket into the transverse opening in the depending portion of said casting, an actuating rod having a tapered end resting against the bottom of said transverse opening, and means connecting the opposite end of said actuating rod with said switch-point to cause the tapered end of said rod to engage the under side of the depending portion of said guard when closing said switchpoint and thereby elevate said. guard to cause the wheels of a locomotive or car to engage said guard so as to prevent the flanges of said wheels from coming in contact with the end portion of said switch-point.

In testimony whereof I aifix my signature.

JAMES H. LYNCH. 

